Charge control for internal-combustion engines.



CHARGE APPLICM'IGN FLE APP.. bly-i915.

wiTNESSES L RWALKUP. CHARGE CON'ROL FOR INTRNAL CKOMBUSTICN ENGINES.APPUCAUON HLED APR. Ui, 1916. 1294,60@

INVENTOH 2 SHEETS-SHEET 2A Patented Feb, H, 19H1.

wnmissra'V OFFCE.

JOHN F. WALKUP, OE EMPORIA, KANSAS.

CHARGE CONTROL FOR INTERNAL--COMBUSTION ENGINES.

Application filed April 14, i916.

To all ui/wm, 'it muy concern:

l it, known that' l, Jonx lf. lvthtnkur, a citizen ot the United States,residing` atI Emporia, in the. county ot' Lyon and State ot Kansas, haveinvented certain new and useful Improvements in Charge tontrols for.lnternal-tombustion llngjmesj otwhich the following is a specification.

This invention relates to an improvement in charge controls tor internalcombustion engines, and more particularly 4to such a control as isadapted Jfor use with kerosene gas, or Oil engines ot the'tour-sti'oke-cycle type.

An object ol` m v invention is to provide a, control means tor explosivecng ines which may he manually set to 'vary the propor tionate parts ofeach of the ingredients ot the mixture, and which witl when theI engineis in operation act, autoimxtictdlv to control t'he entire volume et themiXt-tne as supplied t'o the engine.

A further object lies in the. provision ot means by ywhich the normalsetting*r 'ot' theI main charge supply control can he varied. and alsomeans by which the maximum decrease of the supply will be accomplishedat, any desired speed of operation otl theJ engine. I

lVith the above and other objects in view5 my invention consists incertain novel 't'eaturesl` ol construction and combination ot: partswhich ;\vill be hereinafter set forth in connection wit'h the. dra wingsand then more particularly pointed outI in the claim.

in the drawings:

Figure l is a transverse sectional view through an engine cylinder andthrough the intake and exhaust ports thcreotl with my 'inventionillustrated in an operative relation.

Fig. 2 is an enlarged detail sectional View to better show theconstruction et' the, mix

ingr device.

Fig. 3 is an enlarged detaii Tien' Showingr the throttle valve controlgovernor lilo/HHS.

Fig. 4 is a detail View showin;T the nanner of connecting the throttlevalve shittingrr rod to the. governor structure.

Fig. 5 is a fragn'ientary detail View shown ing the connecting arms totee throttle valve.

As is shown in Fig. l, the cylinder 1 is illustrated as being of thevalve-indimrd typerend the intake chamber. 2 and the ae Specieation ofLetters Patent.

Patented Feb. 1i, 19M?.

seria1No.91,1a9.

haustV chamber 3 are placed in such relation that the int'ake andexhaust valves i and 5 are located at'ljacent,y the partition wall t3separatingV the chambers 2 and The intake passage. T is extended fromthe chamber 2 through the side ot the cylinder l. and the exhaustpassage. t is extended in line with the. passage 7 preferably throughthe opposite side ot the cylinder l.

rPhe tappet rods S) and '10 are mounted to he capable ot" endwisesliding movement through suitable hearing'openings provided in thecylinder easing and are extended in line. with the stems 1l and 12 ofthe intake and exhaust. valves 4- and 5, which stems. are screw-threadedscrewed into mating' orifices t'nfovided on the ends o'l the tappet rodst) and 1t). (loil springs 13 and 14- are mounted around the tappet rods9 and l() to normally exert. tension to close the valve` l and 5 againsttheir seats, and a cam shatt 15 is mounted in suit ahle hearings formedon. the. cylinder casingr or upon other parts ot the structure. and hasthe valve operating cams lt and i7 secured thereon to engage, with thebearing' ends of the tappetI rods E) and lt). .Vhere the en- ,eine is otthe tour-cycle typer` the cams lt; and l? will be placed so that their etreme rise will be. substantially 900 apart or on the quarter tnrn-v itbeine' so timed that the cam l? will first' become operative, and adriving' connection is established to moving' parts elI the enginethrough the frear wheel lt. the rearing 'for the drive to the rainshai't ifi beingr so proportioned that its turningr movement will betinted one to two with respect to the rotation ot the crank shatt' otthe engine.

The outer end ot the intake passage is closed and a charge mixing'chamber is provided at 1f), below this closed outer end of the passage.7.

.t vater` hipe, i2() is led from the waterjacketetl motor cylinder l andis connected by a union conpliir;r 21. 'with a water supply nipple Q2which is passed through the side wall of the mixing chamber 19 and hanthe valve Seat. Q3 formed around the inner open end theree't. A watersupply cont-rol vaive 24. has the sCrewthreaded Stem 25 thereof threadedto a screw-threaded ori'lice previded through the side wall et themixingl chamber 19 in alineinent. with the inonn'ting o1" the naarsupply nipple 22 so that as this valve 24, which is et' the needle type,

at their ends and are/ samerotation due to the fact that the head 57 islixed on the upper end of the governor shaft 53, the parts being thus soarranged that due to centrifugal action, the governor weights 6-11 and65 will exert an outward drawing action against the. various togglemembers and in consequence, the sliding base' structure 58 is raisedIalong the governor shaft 53. As has been stated, the upper end of thegovernor shaft 53 is provided with the external screw-threads and anadjusting nut (37 having the external surface thereof knurled to permitready manual turning of the same is litted ,en the serew-threadcd porhtion to be adjustable along the length ot the upper portion of the shalt53. The arms 68 are extended upwardly from yokes 59, and a collar 69 iscarried by the upper ends of these arms 58 to be loosely received aroundthe screw-threaded `portions of the shaft 53, and thus as the weights 64and 65 are carried outwardly through the centrifugal action due to theturning of the shaft, the slidingr base 58 will be raised, but at thesame time the height to which the same is to be raised in its extrememovement may be regulated by set-ting of the nut 67 s0 that the collar69 will bear thereagainst when the base 58 has been raised to the properdegree oi' movement.

A collar 70 is mounted around the sliding base 58 and a sleeve 71 isextended downwardly from one side of this collar 70, this sleeve havingthe internal screw-threads as shown at Z2 formed in the bore thereof. Itis the intention that the sliding base strueture 58 shall turn with thegovernor Ishaft 53 and the collar 70 must remain stationary, in view ofwhich it is preferable that the ball bearings 73 be mounted between thebase structure 58 and the collar 70 to relieve the 'friction incident tothe turning of the base structure, and also this ring 70 is received ina. substantially groove-shaped formation on the base 58 so that as thebase has sliding movement either up or down. the ring or collar 70 ispositively moved therewith. A valve operating rod 74 is provided at itsupper end with the external screw-threads adapted to mesh with thescrew-threads 72 of the Sleeve 71, and to thus permit thisrod to 'beadjustably mounted vin conjunction with the collar 70, and at its lowerend this rod 74- has an orifice adapted to receive the pin 75 mounted onthe outer end of the throttle lvalve operating arm 50. By removing therod 74 from its litting'over the pin 75, this rod may be turned tosecure the proper adjustment into or out of the screw-threzuled orificeof the sleeve 71, and then the locking nut 7G maybe tightened in placeand the rod 74 may ne again tted over the pin 75 so that as the collaris moved through the movement of the sliding base structure 58 generatedby the centrifugal swinging out action of the governor weights 64 and65, t-he valve operating lever 50 will be swung around the body of theshaft -18 and the throttle valve 49 will be actuated. A spring 77 isconnected between the pivot pins G6, by which the upper and lower togglebars or arms are pivotally connected together and in this way, theweights 6l and 65 are normally held swung to relations closely adjacentthe sha it 53 and the weights 64 and 65 will not be permitted toimmediately raise the base structure 58 to its extreme upward positionwhen turning movement of the governor shaft 53 is initiated.

' From the foregoing it will be seen that I have provided a structure inwhich manual adjustment of the parts may be made to obtain the desiredproportionate parts ot the various ingredients in the explosive mixtureand also the proportion of mixture supplied to the air volume passingthrough the intake passage to the motor cylinder, and further that partsof the mechanism may be checked so that. the entire volume of air andexplosive mixture passing to the intake chamber 2 will be varied inaccordance with the speed lof rotation at which the engine is working.

lVhile I have herein shown and described only one specific form of myinvent-ion` it will be understood that various modifications might lberesortedto in the form and arrangement of the several partsl withoutdeparting from the spirit and scope ol my invention, and hence I do notwish to be limited to the exact disclosure but only to such points asmaybe set forth in the claim.

I elaimz- In a charge control for internal combustion engines, thecombination with an intake opening into the engine cylinder, a throttlevalve therein, a governor, and comm-tions vbetween the governor andvalve; oi a hot-air supply passage to the outer end of tluvintake, acold air supply passage also thereto. a valve for controlling the coldair passage, a mixing chamber contiguous to the intake and opening tothesame between said air passages and the throttle valve, means formanually controlling the opening, and valved means for supplying thetluid fuel to said mixing chamber.

ln testimony whereof I aliix my signature in presence of two Witnesses.

JOHNV F. lVLKUP.

Witnesses lton'r. L. lrMus, Vlfmr. lvlouYrENY.

